WO2019073536A1

WO2019073536A1 - Lock device for railway vehicles

Info

Publication number: WO2019073536A1
Application number: PCT/JP2017/036767
Authority: WO
Inventors: 川島　貴宏; 智矢丸毛; 友絵田中
Original assignee: 川崎重工業株式会社
Priority date: 2017-10-11
Filing date: 2017-10-11
Publication date: 2019-04-18

Abstract

This lock device for railway vehicles is configured so as to lock and unlock a door which is provided between a passenger compartment and a crew compartment of a railway vehicle. The lock device for railway vehicles is provided with a deadbolt, a first operating section, and a second operating section. The deadbolt locks the door when inserted by urging force into a lock hole formed in a door frame to which the door is mounted. The first operating section is disposed on the passenger compartment side of the door and is switched between a locking position at which the door is locked and an unlocking position at which the door is unlocked. When the first operating section is switched to the unlocking position, the deadbolt moves against biasing force to perform unlocking operation. The second operating section is disposed on the crew compartment side of the door and moves, independently of the first operating section, the deadbolt against biasing force to perform unlocking operation.

Description

Locking device for railway vehicles

BACKGROUND OF THE INVENTION Field of the Invention The present invention relates mainly to a lock device for a railway vehicle that locks and unlocks a door provided on the railway vehicle.

Patent Document 1 discloses a lock device provided on a door (indoor door) that divides a driver's cab of a railway vehicle from a passenger compartment. An inner handle is provided on the cab side of the door. The door can be unlocked by rotating the inner handle. A cylinder lock is provided on the passenger compartment side of the door, and the door can be unlocked by using a key.

Patent No. 5231342

Patent Document 1 describes a lock device provided on a door of a partition wall between a driver's cab of a so-called one-man vehicle and a passenger cabin, which only a driver gets on board. Such a lock device can not be unlocked from the cabin side without a key owned by the crew, but in an emergency the passenger unlocks the door by operating the knob by opening the cover on the cabin side and operating the cab You can escape from the car. However, there is a possibility that, for example, the door is opened due to a mischief or the like, the vehicle is intruded into the driver's cab and the equipment and the like in the driver's cab are damaged.

Moreover, in the lock device of the door of a rail car, the structure where an operator can evacuate quickly at the time of emergency is required. Furthermore, in the case of a railway vehicle in which one-man driving is performed, it may be necessary to remotely unlock the door of the driver's cab in the absence of the driver in an emergency or the like.

The present invention has been made in view of the above circumstances, and its main object is to provide a lock device for a railway vehicle that locks and unlocks a door provided between a passenger compartment and a passenger compartment of the railway vehicle. In particular, it is possible to provide a lock device for a railway vehicle in which the door can be securely locked in an emergency and the door can be locked reliably except in an emergency even when the door is unlocked once. is there.

The problem to be solved by the present invention is as described above, and next, means for solving the problem and its effect will be described.

According to an aspect of the present invention, in a railway vehicle lock device configured to lock and unlock a door provided between a passenger compartment of a railway vehicle and a passenger compartment, a dead bolt, a first operation unit, and a second operation unit. And a control unit. The dead bolt locks the door by being inserted by a biasing force into a lock hole formed in a door frame to which the door is attached. The first operation unit is disposed on the cabin side of the door, and is switched between a locking position for locking the door and an unlocking position for unlocking the door, and the switching to the unlocking position is performed by the switching to the unlocking position. The dead bolt moves against the biasing force to perform the unlocking operation. The second operation unit is disposed on the crew room side of the door, and independently of the first operation unit, moves the dead bolt against the biasing force to perform the unlocking operation.

Thus, the door can be opened by the operation of the second operation unit on the passenger compartment side even if the first operation unit on the passenger cabin side is in either the locking position or the unlocking position. Therefore, even if the first operation unit on the cabin side is damaged due to a mischief or an accident, the crew can move to the cabin side easily and in a short time. In addition, since the biasing force acts on the dead bolt, even if it is unlocked once, it can be locked securely.

According to the present invention, it is possible to provide a configuration particularly suitable for a lock device for a railway vehicle that locks and unlocks a door provided between a passenger compartment and a passenger compartment of the railway vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS The schematic interior sectional drawing of the rail vehicle by which the lock device for rail vehicles of 1st Embodiment is arrange | positioned. The perspective view which looked at the lock device for rail vehicles from the guest room side. The perspective view which looked at the inside of the lock device for rail vehicles from the cabin side. The figure which shows the flow by which the lock device for rail vehicles is unlocked by the 1st operation part. The figure which shows the flow by which the lock apparatus for rail vehicles is unlocked by the 2nd operation part. FIG. 7 is a side view showing the operation of the second operation unit. The figure which shows the flow by which a lock device for rail cars is unlocked by the 3rd operation part, after regulation by a regulation member is canceled. The figure which shows the flow from which a control by a control member becomes effective again because a 3rd operation part returns to a locked position. The schematic diagram which shows the lock device for railway vehicles of 2nd Embodiment. The schematic diagram which shows the lock device for railway vehicles of 3rd Embodiment. The schematic diagram which shows the lock device for railway vehicles of 4th Embodiment.

Next, a first embodiment of the present invention will be described with reference to the drawings. As described later, the lock device for a railway vehicle according to the present embodiment includes a first operation unit capable of locking and unlocking from the passenger cabin side, a second operation unit capable of unlocking from the crew cabin side, and an electric actuator by remote control. And a third operation portion capable of locking and unlocking by releasing the restriction. These are characterized in that they can be unlocked independently and are automatically locked again even if they are unlocked once. Details will be described below.

First, with reference to FIG. 1, a place where a lock device for railway vehicle (hereinafter, lock device) 1 is provided will be briefly described. FIG. 1 is a schematic indoor sectional view of a railway vehicle 100 in which the lock device 1 of the first embodiment is disposed.

The

railcars

100 and 200 are provided with

passenger cabins

101 and 201, a first crew room 102, and a second crew room 202, respectively. The

cabins

101 and 201 are parts for passengers to get on. The first crew member room 102 and the second crew member room 202 are provided at one end of the

railcars

100 and 200 in the vehicle length direction. The first indoor door 103 and the second indoor door 203 are provided on the partition walls between the

passenger cabins

101 and 201 and the first crew room 102 and the second crew room 202. In addition, the crew room is a space provided for crew members to work on the operation of a railway vehicle or for crew members to stand by. Thus, the crew room also includes the equipment room.

In this embodiment, it is assumed that the driver (crew member) in the first crew room 102 operates the railcar 100 and there is no crew member in the railcar 200, that is, so-called one-man driving. However, the operation mode of the

railcar

100, 200 in which the lock device 1 is used is not particularly limited, and the operation of the railcar 100 alone, the operation of three or more, two or more persons in one, or two or more persons in one formation The lock device 1 is also applicable to a railway vehicle that is operated in the presence of a crew member. The layouts of the

passenger cabins

101 and 201, the first crew room 102, and the second crew room 202 in the

railcars

100 and 200 may be different from those in this embodiment.

A first indoor door 103 is provided between the cabin 101 and the first crew room 102. In addition, a second indoor door 203 is provided between the passenger cabin 201 and the second crew room 202. The first indoor door 103 and the second indoor door 203 have the same configuration, and the attached lock device 1 also has the same configuration. Hereinafter, the lock device 1 attached to the first indoor door 103 and the second indoor door 203 will be described.

Further, in the present embodiment, the first indoor door 103 and the second indoor door 203 are open doors, and the door is configured to be opened on the guest room side. In the first crew room 102, an instruction for transmitting an electrical signal (instruction signal) to the second indoor door 203 (specifically, the lock device 1) that divides the second crew room 202, which is another crew room, and the cabin 201. Portion 102a is arranged. In addition, an electric signal may be able to be output from the first crew room 102 to another crew room of the same rail vehicle 100, or an electric signal is output to a crew room of another rail car other than the

rail cars

100 and 200. It may be possible. The contents of the electrical signal output by operating the instruction unit 102a will be described later.

Next, the configuration of the lock device 1 will be described with reference to FIGS. 2 to 4. FIG. 2 is a perspective view of the lock device 1 as viewed from the cabin side. FIG. 3 is a perspective view of the inside of the lock device 1 as viewed from the cabin side. In addition, illustration of the paddle 21 grade | etc., Is abbreviate | omitted in FIG. FIG. 4 is a view showing a flow in which the lock device 1 is unlocked by the first operation unit 10. In FIG. 4 to FIG. 8, the knob 31 and the ring portion 32 are indicated by a chain line in order to make the other members easily visible, and a member hidden in the knob 31 or the like is also displayed. Moreover, below, the lock device 1 provided in the 2nd indoor door 203 is demonstrated.

As shown in FIG. 4, a door frame 110 for attaching a second indoor door 203 is formed on a wall that divides the cabin 201 and the second crew room 202. The door frame 110 is formed with a member for attaching the rotation axis of the second indoor door 203 which is a door, a lock hole 111 and the like. With the second indoor door 203 closed, the dead bolt 60 provided in the lock device 1 is inserted into the lock hole 111, thereby restricting the opening and closing of the second indoor door 203 and locking the second indoor door 203. . On the other hand, since the opening and closing of the second indoor door 203 is not restricted by the dead bolt 60 coming out of the lock hole 111, the second indoor door 203 is unlocked. Hereinafter, the insertion / removal direction of the dead bolt 60 is simply referred to as “insertion / removal direction”. In the present embodiment, the longitudinal direction of the dead bolt 60 coincides with the insertion and removal direction.

Specifically, the dead bolt 60 includes a base portion 61 and a tip portion 62. The base 61 is disposed inside the housing 2 of the lock device 1. The base portion 61 is biased toward the lock hole 111 by the second elastic member 69. In the present embodiment, the second elastic member 69 is disposed at the end of the base portion 61 opposite to the lock hole 111. However, if the second elastic member 69 is biased in the direction toward the lock hole 111, the elastic member The position of may be different. Further, a slide hole 63 is formed in the base portion 61. The slide hole 63 is a long groove-like hole, and the longitudinal direction of the slide hole 63 is the same as the insertion and removal direction.

The tip end portion 62 is a portion formed at an end portion of the base portion 61 on the lock hole 111 side. The distal end portion 62 of the dead bolt 60 is inserted into the lock hole 111 so that the second indoor door 203 is locked. In addition, the second indoor door 203 is automatically closed by closing the second indoor door 203 if external force is not applied by urging the dead bolt 60 (base portion 61) to the lock hole 111 side. Is locked. In the following, the sliding of a member such as the dead bolt 60 in the direction toward the lock hole 111 is referred to as sliding on the locking side, and the sliding of the member such as the dead bolt 60 in the direction away from the lock hole 111 is unlocked. It is called sliding to the side.

The configuration in which the second indoor door 203 is automatically locked will be specifically described. As shown in FIG. 2 and FIG. 3 etc., the tip portion 62 has both the cabin side and the crew room side when viewed from above Curved in With this configuration, when the second indoor door 203 is closed, the distal end portion 62 slides toward the unlocking side by gradually receiving a force from the door frame 110. Thereafter, the distal end portion 62 comes into contact with the lock hole 111, so that no force is received from the door frame 110. Therefore, the distal end portion 62 is slid to the locking side by the biasing force of the second elastic member 69 and inserted into the lock hole 111. As a result, the second indoor door 203 is locked. The shape of the distal end portion 62 is not limited to a curved shape, and may be an inclined shape such as a substantially isosceles triangle.

Further, a step is formed at the boundary between the base portion 61 and the tip portion 62. Thus, at the boundary between the base portion 61 and the tip portion 62, a receiving surface 64 facing the lock hole 111 is formed. In the present embodiment, since the step between the base portion 61 and the tip portion 62 is at a right angle, the receiving surface 64 is perpendicular to the insertion and removal direction, but may not be vertical. The dead bolt 60 can be slid to the unlocking side by the receiving surface 64 being pressed to the unlocking side by a force stronger than the biasing force of the second elastic member 69.

The housing portion 2 of the lock device 1 is provided with two parallel guide plates 2a extending in the insertion and removal direction. Since the guide plate 2 a is fixed to the housing 2, the position of the guide plate 2 a does not change even if either the transmission member 50 or the dead bolt 60 slides. The transmission member 50 transmits the force applied by the person who unlocks the second indoor door 203 (hereinafter, operating force) to the dead bolt 60 (specifically, the receiving surface 64), thereby unlocking the dead bolt 60. Slide to Therefore, although the movable range is restricted by the transmission member 50 being sandwiched between the bottom plate and the top plate of the housing 2 and the two guide plates 2a, the transmission member 50 can slide in the insertion / removal direction. Specifically, the transmission member 50 includes a first protrusion 51, a second protrusion 52, a contact portion 53, and a slide pin 54.

The first protrusion 51 and the second protrusion 52 are portions extending in a direction inclined with respect to the insertion / removal direction (specifically, a direction perpendicular to the insertion / removal direction). The surfaces of the first protrusion 51 and the second protrusion 52 facing the lock hole 111 are formed, and the above operation force is received from this surface. The contact portion 53 is a surface facing the opposite side to the lock hole 111, and is configured to be able to contact at least a part of the receiving surface 64. The operation force received by the transmission member 50 from the first projection 51 or the second projection 52 is transmitted to the receiving surface 64 via the contact portion 53. Thereby, the dead bolt 60 can be slid to the unlocking side using the operation force.

The slide pin 54 is inserted into the slide hole 63 described above, and the slide pin 54 slides along the slide hole 63 by the dead bolt 60 sliding relative to the transmission member 50. In addition, the slide pin 54 and the slide hole 63 also function as a stopper that prevents the relative displacement of the dead bolt 60 relative to the transmission member 50 (that defines the slide range). Further, the transmission member 50 is biased toward the lock hole 111 by the two first elastic members 59. In the present embodiment, the first elastic member 59 is disposed at the end of the transmission member 50 opposite to the lock hole 111. However, if the first elastic member 59 is biased in the direction toward the lock hole 111, the elastic member The position of may be different. Further, the number of first elastic members 59 is not limited to two, and may be one or three or more.

In this embodiment, the operation force is dead by any of the key cylinder 11 provided to be operable from the passenger cabin side, the paddle 21 provided to be operable from the passenger cabin side, and the knob 31 provided to be operable from the passenger cabin side. The second indoor door 203 is unlocked by being transmitted to the bolt 60. Hereinafter, this will be specifically described mainly with reference to FIGS. 4 to 8. The key cylinder 11 is a part of the first operation unit 10, the paddle 21 is a part of the second operation unit 20, and the knob 31 is a part of the third operation unit 30.

The first operation unit 10 includes a key cylinder 11, a first pressing unit 14, and a guide pin 15. The key cylinder 11 has a substantially cylindrical shape, and can be rotated with an axial direction (key insertion direction) of the key cylinder 11 as a rotation axis by inserting a key having a predetermined shape. Further, as shown in FIG. 2, the key insertion hole 12 is formed in the key cylinder 11, and a key owned by a crew can be inserted.

The first pressing portion 14 is a portion that protrudes outward in the radial direction of the key cylinder 11 (a side approaching the transmission member 50, the dead bolt 60, and the like). The first pressing portion 14 rotates integrally with the key cylinder 11. The first pressing portion 14 is located closer to the lock hole 111 than the first protrusion 51. Further, the first pressing portion 14 is provided so as to be able to press the first projection 51 toward the unlocking side by a pressing surface facing the opposite side to the lock hole 111. As shown in FIG. 4, the biasing force of the second elastic member 69 or the like causes the first pressing portion 14 to press and move the first protrusion 51 toward the unlocking side by the operation force transmitted from the key cylinder 11. Thus, the transmission member 50 and the dead bolt 60 can be slid to the unlocking side (unlocking operation by the first operation unit 10). Thereby, the second indoor door 203 can be unlocked. The position of the upper first operation unit 10 in FIG. 4 is referred to as a locking position, and the position of the first operation unit 10 in the lower side of FIG. 4 is referred to as an unlocking position.

In addition, after the unlocking operation by the first operation unit 10, the key is removed from the first operation unit 10, and the biasing force of the first elastic member 59 and the second elastic member 69 causes the first pressing unit 14 to The 1st operation part 10 returns to a locked position by being pressed from the 1 projection part 51 to the lock side. As a result, the dead bolt 60 slides to the lock side. In this state, the second indoor door 203 is closed, so that the dead bolt 60 receives a force from the door frame 110 and slides to the unlocking side as described above, and then slides again to the locking side to lock the tip portion 62 By being inserted into the hole 111, the second indoor door 203 is automatically locked.

The guide pin 15 is provided outside the key cylinder 11 in the radial direction. The longitudinal direction of the guide pin 15 is parallel to the rotation axis of the key cylinder 11. Further, the guide pin 15 is fixed to a plate-like member extending in the radial direction from the key cylinder 11. Accordingly, the guide pin 15 rotates integrally with the key cylinder 11. The guide pin 15 is provided to interlock the first operation unit 10 with the third operation unit 30 (details will be described later).

The second operation unit 20 includes a paddle 21, a torsion spring 22, and a second pressing unit 23. The paddle 21 is a pressing operation member for unlocking the second indoor door 203 when a person presses it. The paddle 21 has a plate-like shape, and one end of the paddle 21 is rotatably attached to the upper part of the surface on the crew room side of the housing 2. Further, in the vicinity of the rotational axis of the paddle 21, a torsion spring 22 is provided which applies an urging force to the paddle 21 in the rotational direction. In a state where no force is applied to the paddle 21, the torsion spring 22 urges the tip of the paddle 21 (lower end, end remote from the rotation axis) away from the second indoor door 203. give. Therefore, when no external force is applied, the tip end of the paddle 21 is separated from the housing 2 as shown by a solid line in FIG. In addition, when the driver presses the paddle, as shown by a chain line in FIG. After the driver releases the paddle 21, the position of the paddle 21 is automatically returned to the original position by the biasing force of the torsion spring 22.

Further, as shown in FIGS. 3 and 6, a second pressing portion 23 is formed on the surface of the paddle 21 on the side of the housing 2. The second pressing portion 23 is positioned closer to the lock hole 111 than the second protrusion 52. Further, the second pressing portion 23 is provided so as to be able to press the second protrusion 52 by a pressing surface facing the opposite side to the lock hole 111. The 2nd press part 23 is the shape protruded toward the housing | casing part 2 side (seat side). The second pressing portion 23 is configured to have an inclined surface such that the size in the width direction (the insertion and removal direction of the dead bolt 60) increases as the surface on the second projection 52 side approaches the paddle 21 side (base end side). It is done. In addition, the second projection 52 described above is also configured to have an inclined surface so that the size in the width direction (the insertion and removal direction of the dead bolt 60) increases as it approaches the paddle 21 side (base end side). . With this configuration, as shown in FIG. 5 and FIG. 6, as the paddle 21 is pushed in the door direction (rotational angle) becomes larger, the inclined surface of the second pressing portion 23 and the inclined surface of the second projection 52 By sliding, the transmission member 50 and the dead bolt 60 can be slid to the unlocking side against the biasing force of the second elastic member 69 and the like (unlocking operation by the second operation unit 20). Thereby, the second indoor door 203 can be unlocked. The position of the upper second operation unit 20 in FIG. 5 is referred to as a locking position, and the position of the second operation unit 20 in the lower side of FIG. 5 is referred to as an unlocking position.

Further, after the unlocking operation by the second operation unit 20, the driver is released from the paddle 21 in order to move to the passenger cabin 101. As a result, the position of the paddle 21 returns to the original position by the biasing force of the torsion spring 22. As a result, the dead bolt 60 slides to the lock side. By closing the second indoor door 203 in this state, as described above, after the dead bolt 60 receives a force from the door frame 110 and slides to the unlocking side as described above, it slides to the locking side again, automatically the second The indoor door 203 is locked. In the present embodiment, the second indoor door 203 is opened on the passenger cabin side, but the second indoor door 203 may be opened on the crew room side when the paddle 21 is pulled.

Further, since the first pressing portion 14 and the first projecting portion 51 are configured to be separable, even if the first operation portion 10 is in the locking position (the key cylinder 11 is broken due to mischief etc. Even if it can not be performed, the unlocking operation by the second operation unit 20 can be performed. In addition, since the paddle 21 can simultaneously unlock and open the first indoor door 103 simply by pressing, the paddle 21 can move from the first crew room 102 to the cabin 101 in a short time, for example, in an emergency. Similarly, since the second pressing portion 23 and the second projection 52 are configured to be separable, the unlocking operation by the first operation portion 10 is performed regardless of whether or not the second operation portion 20 is in the locking position. It can be performed. Thus, the unlocking operation by the first operation unit 10 and the second operation unit 20 can be performed independently.

The third operation unit 30 includes a knob 31, a ring portion 32, a rotation plate 33, a restriction member 34, and a solenoid (electric actuator) 35. The knob 31 is an outer surface of the housing 2 and is provided so as to be exposed to the passenger cabin side. The knob 31 is a manual operation member operated by a person with a finger or a hand. Specifically, the knob 31 is an operation member which is gripped by a finger or gripped and operated by a hand. In the present embodiment, the rotation center of the knob 31 is the same as that of the key cylinder 11.

The ring portion 32 is fixed to the knob 31. Therefore, the knob 31 and the ring portion 32 rotate integrally. The ring portion 32 is ring-shaped when viewed along the rotation axis of the key cylinder 11. The key cylinder 11 is inserted in a circular space inside the ring portion 32. The knob 31 and the key cylinder 11 are not fixed, and the key cylinder 11 and the ring portion 32 rotate independently at least in a predetermined angle range.

The pivoting plate 33 is configured to rotate integrally with the knob 31 and the ring portion 32. The pivot plate 33 is formed with a guide hole 33 a into which the above-described guide pin 15 can be inserted. The guide hole 33 a is a hole having a shape along the rotation trajectory of the guide pin 15. In addition, when the first operation unit 10 and the third operation unit 30 are in the locking position, the unlocking operation by the first operation unit 10 can be performed only by moving the guide pin 15 in the guide hole 33a. The shape and position of the guide hole 33a are adjusted. With this configuration, as shown in FIG. 4, it is possible to prevent the third operation unit 30 from restricting the unlocking operation by the first operation unit 10. Further, a contact pin 33 b is formed on the rotating plate 33. The contact pin 33 b protrudes in the rotation axis direction of the pivot plate 33.

The restricting member 34 includes a restricting pin 34 a and a housing 34 b. The restriction pin 34a is an elongated member formed to project from the housing 34b to the side of the rotary plate 33 (the side of the key cylinder 11). By receiving an external force, the housing 34 b is configured to be movable in the direction toward and away from the pivot plate 33.

A solenoid 35 is disposed on the opposite side of the rotation plate 33 with the restriction member 34 interposed therebetween. The solenoid 35 can slide the movable core in accordance with the electrical signal based on the above-described instruction unit 102a. The restricting member 34 is fixed to the movable core of the solenoid 35. With this configuration, by sliding the movable core of the solenoid 35, the restriction member 34 (the restriction pin 34a) can be slid accordingly. The solenoid 35 is a self-holding type solenoid that requires an electric signal only when moving the movable core, and holds the position regardless of the presence or absence of the power after moving the movable core to a predetermined position. Therefore, for example, even when interruption of the power supply due to a blackout or the like or instantaneous blackout occurs, the position of the movable core (that is, the restriction member 34) is maintained. Even at the time of a power failure, an instruction can be given to the solenoid 35 from the instruction unit 102a using an emergency power supply or the like.

The limit switch 40 includes a main body portion 41 and an arm portion 42. The arm portion 42 is rotatably attached to the main body portion 41. A roller is attached to the tip of the arm portion 42. The arm portion 42 is disposed such that the roller is in contact with the upper surface of the regulating member 34 (housing 34 b). Further, a step is formed on the upper surface of the regulating member 34. By the restriction member 34 sliding, the arm portion 42 on the upper surface passes through the step. The rotation angle of the arm portion 42 is different between the state in which the arm portion 42 is in contact with the upper side of the step of the regulating member 34 and the state in which the arm portion 42 is in the lower side of the step. Thus, the limit switch 40 can detect whether the arm portion 42 is above or below the step of the regulating member 34. The control device (not shown) controls the position of the movable core of the solenoid 35 based on the detection result of the limit switch 40 to move the restricting member 34 to the proximity position or the separation position and hold it at either position. it can.

As shown in the upper drawing of FIG. 7, when the regulating member 34 is in the close position (position close to the pivot plate 33), the downward direction of the contact pin 33 b (rotational direction at the time of unlocking operation of the third operation portion 30) On the downstream side, the restriction pin 34a is located. In this case, even if a force is applied to the knob 31, the contact pin 33b and the restriction pin 34a interfere with each other, so the second indoor door 203 can not be unlocked. Thereby, the operation of the knob 31 by the passenger can be prevented (that is, the unlocking operation by the third operation unit 30 is restricted). When it is necessary to move the passenger from the cabin 101 or the cabin 201 to the second crew room 202 and the other vehicle outside or connected to the second passenger room in an emergency etc., the driver operates the instruction unit 102a. To move the solenoid 35.

As shown in the center view of FIG. 7, when the driver operates the instruction unit 102 a, when the restricting member 34 moves to the separated position, the restricting pin 34 a retracts from below the contact pin 33 b. Thereby, the unlocking operation by the knob 31 can be made effective (that is, the restriction of the unlocking operation by the third operation unit 30 is released). When the passenger without the key rotates the knob 31, the edge of the guide hole 33a of the rotating plate 33 presses the guide pin 15, so that the first pressing portion 14 is rotated together with the rotating plate 33 etc. (In other words, the first operation unit 10 can be operated together with the third operation unit 30).

As a result, as shown in the lower side of FIG. 7, when the operation force applied to the knob 31 presses the first projection 51 via the first pressing part 14, the second elastic member 69 etc. The transmission member 50 and the dead bolt 60 can be slid to the unlocking side against the biasing force (unlocking operation by the third operation unit 30). Thereby, the second indoor door 203 can be unlocked. The position of the upper third operation unit 30 in FIG. 7 is referred to as a locking position, and the position of the third operation unit 30 in the lower side of FIG. 7 is referred to as an unlocking position.

In addition, after the unlocking operation by the third operation unit 30, when the passenger releases the hand from the knob 31, the biasing force of the first elastic member 59 and the second elastic member 69 is received via the first pressing unit 14. Then, the first operation unit 10 and the third operation unit 30 return to the locking position. Thus, the second indoor door 203 is locked again as described above. In addition, since the 2nd indoor door 203 can be unlocked again only by operating the knob 31, while the control member 34 exists in a retracted position, movement of a passenger is not troubled.

Thereafter, when the driver operates the instructing unit 102a, it is assumed that the restricting member 34 is moved to the close position. In this state, when the passenger releases the hand from the knob 31, as shown in the upper view of FIG. 8, the biasing force of the first elastic member 59 and the second elastic member 69 tries to return the position of the knob 31 to the original position. . Here, the lower surface of the restriction pin 34a is an inclined surface. Specifically, it is inclined (it may be curved) so that the amount of protrusion increases as it approaches the upper side (the direction of rotation toward the locking side). Further, the restricting pin 34a is biased toward the pivoting plate 33 by a spring (not shown). With this configuration, as shown in the center view of FIG. 8, the restricting member 34 resists the urging force and approaches the separated position by receiving the rotation by the urging force of the contact pin 33 b. Thereafter, as shown in the lower side view of FIG. 8, when the contact pin 33 b passes over the control pin 34 a, the control pin 34 a again protrudes due to the biasing force. As a result, the unlocking operation by the knob 31 can not be performed. As described above, even if the third operation unit 30 is in the unlocking position at the timing when the restricting member 34 moves to the close position, the third operation unit 30 can be automatically moved to the locking position without any problem. .

As described above, even when the third operation unit 30 is at the locking position and the unlocking operation is restricted by the restricting member 34, the unlocking operation can be performed by the first operation unit 10. Further, since the first pressing portion 14 and the first projection 51 are configured to be separable, the second operation is performed even when the third operation portion 30 is at the locking position and the unlocking operation is restricted by the restricting member 34. The unlocking operation can be performed by the unit 20. Thus, the unlocking operation by the first operation unit 10 and the unlocking operation by the second operation unit 20 can be performed independently of the third operation unit 30.

Next, a second embodiment will be described with reference to FIG. FIG. 9 is a schematic view showing a lock device 1 for a railway vehicle according to a second embodiment. In the description of the second embodiment and the subsequent embodiments, the same or similar members as or to those of the first embodiment may be denoted by the same reference numerals in the drawings, and the description thereof may be omitted.

In the first embodiment, the inclined surface of the second pressing portion 23 presses the inclined surface of the second protrusion 52 by pressing the paddle 21. Instead of this, the operation force by pressing the paddle 21 may be transmitted to the transmission member 50 through the power transmission mechanism 71 including a gear. For example, in the example shown in FIG. 9, the bevel gear is used to change the direction of rotational movement, and the rack and pinion mechanism converts the rotational movement to linear movement. The configuration shown in FIG. 9 is an example, and power may be transmitted using another gear.

Further, in the second embodiment, the operation force by the rotation of at least one of the key cylinder 11 and the knob 31 is also transmitted to the transmission member 50 via the power transmission mechanism 72 including a gear. In order to realize the independence of the first operation unit 10, the second operation unit 20, and the third operation unit 30, the power transmission mechanism 72 is operated by the rotation of at least one of the key cylinder 11 and the knob 31. It has a mechanism for transmitting to the transmission member 50 but not transmitting the force due to the movement of the transmission member 50 due to the pressure of the paddle 21 to the key cylinder 11 and the knob 31. The same applies to the power transmission mechanism 71.

Next, a third embodiment will be described with reference to FIG. FIG. 10 is a schematic view showing a lock device 1 for a railway vehicle according to a third embodiment.

In the third embodiment, a wire mechanism 73 is provided for transmitting the operation force by pressing the paddle 21 to the transmission member 50 via a wire. Specifically, by attaching the wire at a position away from the rotation axis of the paddle 21, the wire can be pulled along with the rotation of the paddle 21. By changing the direction of this force, the operation force can be transmitted to the transmission member 50 as a linear motion. When the unlocking operation is performed by the first operation unit 10 or the third operation unit 30, the first operation unit 10 is operated even when the second operation unit 20 is in the locked position, since the wire is only slackened. Alternatively, the unlocking operation can be performed by the third operation unit 30.

Next, a fourth embodiment will be described with reference to FIG. FIG. 11 is a schematic view showing the railcar lock device 1 of the fourth embodiment.

In the above embodiment, the rotation axes of the key cylinder 11 and the knob 31 are the same, but as shown in the fourth embodiment, the rotation axes may be different. However, it is preferable that the knob 31 be configured not to rotate when the key cylinder 11 rotates, and that the key cylinder 11 rotate when the knob 31 rotates. In the example shown in FIG. 11, the diameter, the arrangement, and the teeth of teeth are formed for the gear 75 rotating integrally with the key cylinder 11 and the gear 76 rotating integrally with the knob 31 so as to operate in this manner. Scope is defined.

As described above, the locking and unlocking of the

indoor doors

103 and 203 provided between the

passenger cabins

101 and 201 of the

railcars

100 and 200 and the first crew room 102 and between the second crew room 202, respectively. The railcar lock device 1 configured as described above is provided with a configuration including the dead bolt 60, the first operation unit 10, and the second operation unit 20. The dead bolt 60 locks the

indoor doors

103 and 203 by being inserted into a lock hole 111 formed in the door frame 110 to which the

indoor doors

103 and 203 are attached by a biasing force. The first operation unit 10 is disposed on the cabin side of the

indoor door

103, 203, and is switched between a locking position for locking the

indoor door

103, 203 and an unlocking position for unlocking the

indoor door

103, 203. By switching to the unlocking position, the dead bolt 60 is moved against the biasing force to perform the unlocking operation. The second operation unit 20 is disposed on the crew room side of the

indoor doors

103 and 203, and moves the dead bolt 60 against the biasing force to perform the unlocking operation independently of the first operation unit 10. .

Thereby, even if the 1st operation part 10 by the side of a guest room is in any case of a locking position and a unlocking position,

indoor door

103, 203 can be opened by operation of the 2nd operation part 20 by the side of a crew member. Therefore, even if the first operation unit 10 on the cabin side is damaged due to a mischief or an accident, the crew can move to the cabin side easily and in a short time. Further, since the biasing force is applied to the dead bolt 60, even when the

indoor doors

103 and 203 are unlocked, the locking can be performed automatically and reliably again.

The railway vehicle lock device 1 further includes a third operation unit 30. The third operation unit 30 is disposed on the guest room side of the

indoor doors

103 and 203, and unlocks the

indoor doors

103 and 203 and a locking position for locking the

indoor doors

103 and 203 independently of the second operation unit 20. The dead bolt 60 is switched between the unlocking position and the unlocking position, and the dead bolt 60 is moved against the biasing force to perform the unlocking operation. The third operation unit 30 includes a restriction member 34 and a solenoid 35. The regulating member 34 regulates the switching from the locking position to the unlocking position by regulating the access to the dead bolt 60. The solenoid 35 receives a signal from the outside and moves the regulating member 34 to release the regulation.

Thus, whether or not the third operation unit 30 can be unlocked can be switched from the outside, so that it is possible to move passengers from the

passenger cabins

101 and 201 when necessary while improving the crime prevention.

Further, in the railcar lock device 1, the second operation unit 20 can perform the unlocking operation even when the first operation unit 10 and the third operation unit 30 are positioned at the locking position.

Thereby, even when not only the first operation unit 10 but also the third operation unit 30 is located at the locking position, the crew can move to the cabin side easily and in a short time.

The railway car lock device 1 further includes a second elastic member 69 and the transmission member 50. The second elastic member 69 applies a biasing force to the dead bolt 60 to slide it toward the lock hole 111. The transmission member 50 includes a plurality of protrusions (a first protrusion 51 and a second protrusion 52) that receive a force from the first operation unit 10, the second operation unit 20, and the third operation unit 30, and a dead bolt 60. And a contact portion 53 which comes into contact, and transmits a force for moving the dead bolt 60 against the biasing force via the projection and the contact portion 53 by the unlocking operation by each operation portion.

Thus, the unlocking operation can be performed independently at each operation unit with a simple configuration.

The preferred embodiment of the present invention has been described above, but the above-described configuration can be modified, for example, as follows.

In the above embodiment, as the member for applying the operation force for unlocking to the second operation unit 20, the paddle 21 which is a member for performing an operation for pushing by hand is described as an example, but a member other than the paddle 21 (by hand It may be a member that performs a turning operation, a member that performs a pulling operation), specifically, a handle or a knob.

In the above embodiment, as a member for applying the operation force to switch the locking position and the unlocking position to the third operation unit 30, the knob which is the member for performing the operation of holding and turning by hand is described as an example. Or a member other than a knob (a member that performs an operation by a hand, a member that performs an operation by a hand), specifically, a handle, a knob, or the like.

In the above embodiment, the limit switch 40 is used to detect the position of the movable core of the solenoid 35. However, another configuration may be used. For example, the contact sensor is disposed on one of the member moving with the movable core of the solenoid 35 (for example, the regulating member 34) and the member not moving with the movable core (for example the case of the solenoid 35), and the contact member is disposed on the other. Thus, the position of the movable core of the solenoid 35 can be detected by transmitting a signal at the timing when the contact member contacts the contact sensor.

Further, the electric actuator for moving the restriction member 34 is not limited to the solenoid 35, and may be, for example, a mechanism combining an electric motor and a mechanism (ball screw or the like) that switches rotational motion to linear motion. Also in this case, the electric motor can be controlled using a limit switch or a contact sensor. Alternatively, these sensors may be omitted by controlling the amount of rotation using a servomotor or the like as the electric motor.

In the above embodiment, the door is described as an example, but it may be a sliding door. In this case, since the dead bolt normally rotates, it is preferable to transmit the operating force as the rotational motion in order to switch between locking and unlocking.

1 Lock Device for Railroad Vehicle 10 First Operation Unit 11 Key Cylinder 20 Second Operation Unit 21 Paddle 30 Third Operation Unit 31 Knob (hand operation member)
34 Regulating member 35 Solenoid (Electric actuator)
40 limit switch 50 transmission member 60 dead bolt 100 railway vehicle

Claims

In a lock device for a railway vehicle that locks and unlocks a door provided between a passenger compartment and a passenger compartment of the railway vehicle,
A dead bolt which locks the door by being inserted by a biasing force into a lock hole formed in a door frame to which the door is attached;
The door is disposed on the cabin side, and is switched between a locking position for locking the door and an unlocking position for unlocking the door, and the switching to the unlocking position resists the biasing force. A first operation unit that performs a unlocking operation by moving a dead bolt;
A second operation unit disposed on the crew room side of the door and performing an unlocking operation by moving the dead bolt against the biasing force independently of the first operation unit;
Lock device for a railway vehicle comprising
The lock device for a railway vehicle according to claim 1,
The door is disposed on the cabin side, and is switched between a locking position for locking the door independently from the second operation unit and an unlocking position for unlocking the door, and switching to the unlocking position The third operation unit is provided with a third operation unit that moves the dead bolt against the biasing force to perform the unlocking operation.
A restricting member that restricts the switching from the locking position to the unlocking position by restricting access to the dead bolt;
An electric actuator that receives an external signal and moves the restriction member to release the restriction;
Locking device for a railway vehicle having
The lock device for a railway vehicle according to claim 2,
The lock device for railway vehicles according to claim 1, wherein the second operation unit is capable of performing an unlocking operation even when the first operation unit and the third operation unit are located at the locking position.
The lock device for a railway vehicle according to claim 2 or 3, wherein
An elastic member which applies the biasing force to the dead bolt and slides it toward the lock hole;
A transmission member,
Equipped with
The transmission member includes a plurality of protrusions receiving force from the first operation portion, the second operation portion, and the third operation portion, and a contact portion contacting the dead bolt. A lock device for a railway car, which transmits a force for resisting the biasing force to move to the dead bolt via the protrusion and the contact portion by the unlocking operation by the operation unit.
A lock device for a railway vehicle according to any one of claims 1 to 4, wherein
The lock device for a railway vehicle, wherein the first operation unit includes a key cylinder that is switched between a locking position and an unlocking position by inserting and rotating a key.
The lock device for a railway vehicle according to claim 2,
The lock device for a railway vehicle, wherein the electric actuator is a solenoid that holds the restriction member at a position before interruption in a state where the power supply is interrupted.
The lock device for a railway vehicle according to claim 2 or 6, wherein
The lock device for a railway vehicle, wherein the third operation unit includes a manual operation member that is switched between a locked position and an unlocked position by operating with a finger or a hand without inserting a key.
It is a lock device for rail cars according to any one of claims 1 to 7,
The door is an open door that opens to the guest room side,
The second operation unit includes a paddle,
The lock device for railway vehicles in which the unlocking operation is performed by the second operation unit and the door is opened by pressing the paddle toward the passenger cabin.